Train movement authorization method, device and system

Abstract

The embodiment of the invention provides a train movement authorization method, device and system. The train movement authorization method comprises the steps that a target obstacle corresponding to a moving target train is determined; target obstacle types of the target obstacles are determined, target safety protection parameters corresponding to the target obstacle types are adopted, movement authorization information of the target train is determined, and different obstacle types adopt different safety protection parameters when the movement authorization information is calculated; and the movement authorization information is sent to a train control system of the target train, so that the train control system controls the movement speed of the target train based on the movement authorization information. The system identifies the target obstacle and the type thereof, adopts corresponding safety protection parameters and calculation modes, dynamically determines mobile authorization information, realizes flexible and accurate control of the train, ensures safe driving of the train at the optimal speed, and improves driving safety and operation efficiency.

Description

Technical Field

[0001] The embodiments of this specification relate to the field of rail transit technology, and in particular to a train movement authorization method, device, and system method. Background Art

[0002] In modern rail transit, movement authorization is one of the core mechanisms for ensuring safe and efficient train operation. With the increasing complexity of urban rail transit networks and the continuous increase in train density, accurately calculating and dynamically adjusting train movement authorizations has become a key challenge. Movement authorization uses zone controllers to assess track conditions, obstacle locations, and train characteristics in real time, providing each train with a maximum range within which it can safely operate. This mechanism not only improves operational efficiency but also significantly enhances driving safety, especially in high-density and complex environments.

[0003] Existing technologies often lack sufficient flexibility when dealing with different types of obstacles ahead of trains, making it difficult to adapt to the specific needs of different scenarios. This not only affects the safe stopping of trains, but can also reduce overall operational efficiency and increase potential safety hazards. Therefore, a more precise and flexible train movement authorization method is urgently needed. Summary of the Invention

[0004] In view of this, embodiments of this specification provide a train movement authorization method. One or more embodiments of this specification also relate to a train movement authorization device, a train movement authorization system, a computing device, a computer-readable storage medium, and a computer program product to address technical deficiencies in the prior art.

[0005] According to a first aspect of an embodiment of this specification, a train movement authorization method is provided, comprising: Determine the target obstacle corresponding to the moving target train; Determine the target obstacle type of the target obstacle, and use the target safety protection parameters corresponding to the target obstacle type to determine the movement authorization information of the target train, wherein different safety protection parameters are used when calculating the movement authorization information for different obstacle types; The movement authorization information is sent to a train control system of the target train, so that the train control system controls the movement speed of the target train based on the movement authorization information.

[0006] According to a second aspect of an embodiment of this specification, a train movement authorization device is provided, comprising: a determination module configured to determine a target obstacle corresponding to a moving target train; a calculation module configured to determine a target obstacle type of the target obstacle, and determine movement authorization information of the target train using target safety protection parameters corresponding to the target obstacle type, wherein different safety protection parameters are used when calculating the movement authorization information for different obstacle types; The sending module is configured to send the movement authorization information to the train control system of the target train, so that the train control system controls the movement speed of the target train based on the movement authorization information.

[0007] According to a third aspect of an embodiment of this specification, there is provided a train movement authorization system, comprising a zone controller, a train control system; a zone controller configured to determine a target obstacle corresponding to a moving target train; Determine the target obstacle type of the target obstacle, and use the target safety protection parameters corresponding to the target obstacle type to determine the movement authorization information of the target train, wherein different safety protection parameters are used when calculating the movement authorization information for different obstacle types; sending movement authorization information to the train control system of the target train; The train control system is configured to control the moving speed of the target train based on the movement authorization information.

[0008] According to a fourth aspect of the embodiments of this specification, there is provided a computing device, including: memory and processor; The memory is used to store computer programs / instructions, and the processor is used to execute the computer programs / instructions. When the computer programs / instructions are executed by the processor, the steps of the above-mentioned train movement authorization method are implemented.

[0009] According to a fifth aspect of the embodiments of this specification, a computer-readable storage medium is provided, which stores a computer program / instruction, and when the computer program / instruction is executed by a processor, the steps of the above-mentioned train movement authorization method are implemented.

[0010] According to a sixth aspect of the embodiments of this specification, a computer program product is provided, comprising a computer program / instruction, which implements the steps of the above-mentioned train movement authorization method when executed by a processor.

[0011] One embodiment of the present specification realizes the following steps: determining the target obstacle corresponding to the moving target train; determining the target obstacle type of the target obstacle, and using the target safety protection parameters corresponding to the target obstacle type to determine the movement authorization information of the target train, wherein different obstacle types use different safety protection parameters when calculating the movement authorization information; and sending the movement authorization information to the train control system of the target train, so that the train control system controls the movement speed of the target train based on the movement authorization information. The movement authorization information is dynamically determined according to different obstacle types, thereby achieving flexible and precise control of the train. By identifying the target obstacles and their types, and using the corresponding safety protection parameters and calculation methods, the system ensures that the train can travel safely at the optimal speed when approaching various obstacles, effectively improving driving safety, and being able to respond quickly in complex and changing track environments to ensure smooth and safe operation. It also optimizes overall operational efficiency and reduces unnecessary deceleration and parking. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 This is a flow chart of a train movement authorization method provided by one embodiment of this specification; Figure 2 This is a flowchart of a process of a train movement authorization method provided by one embodiment of this specification; Figure 3 This is a schematic diagram of a scenario in which train movement authorization information and a collision area overlap, provided by an embodiment of this specification; Figure 4 This is a schematic diagram of the architecture of a train movement authorization system provided by one embodiment of this specification; Figure 5 This is a structural diagram of a train movement authorization device provided by one embodiment of this specification; Figure 6 This is a structural block diagram of a computing device provided by one embodiment of this specification. DETAILED DESCRIPTION

[0013] The following description sets forth many specific details to facilitate a thorough understanding of this specification. However, this specification can be implemented in many other ways than those described herein, and those skilled in the art can make similar generalizations without violating the scope of this specification. Therefore, this specification is not limited to the specific implementations disclosed below.

[0014] The terms used in one or more embodiments of this specification are for the purpose of describing specific embodiments only and are not intended to limit one or more embodiments of this specification. The singular forms "a," "the," and "the" used in one or more embodiments of this specification and the appended claims are also intended to include plural forms unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used in one or more embodiments of this specification refers to and includes any or all possible combinations of one or more associated listed items.

[0015] It should be understood that although the terms first, second, etc. may be used to describe various information in one or more embodiments of this specification, such information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of one or more embodiments of this specification, the first may also be referred to as the second, and similarly, the second may also be referred to as the first. Depending on the context, the word "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0016] In addition, it should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in one or more embodiments of this specification are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with the relevant laws, regulations and standards of relevant countries and regions, and provide corresponding operation entrances for users to choose to authorize or refuse.

[0017] First, the terms involved in one or more embodiments of this specification are explained.

[0018] Movement Authority (MA) is a key concept in railway signaling systems, particularly in modern urban rail transit and high-speed rail. It refers to a command issued by the train control system that indicates the maximum distance a train can safely travel. This distance is the distance from the train's current position to the nearest potential danger point ahead, such as another train, a switch, or a signal. The primary purpose of a Movement Authority is to ensure safe spacing between trains and prevent collisions.

[0019] Zone Controller (ZC): Mainly responsible for calculating the MA for the communication trains within its control range based on the position information reported by the communication trains, the routes arranged by the interlocking, and the track occupancy / vacancy information provided by the wayside equipment, to ensure the safe operation of the communication trains within its control area.

[0020] Automatic Train Protection (ATP): An onboard subsystem that directly ensures train safety, providing comprehensive protection. Installed at the front and rear of each train, ATP uses speed sensors, speed radar, and an odometer for autonomous positioning. It uses a transponder to correct the train's position and speed. It obtains the train's movement authorization (MA) via wireless communication (or a variable data transponder), calculates and generates the train's control speed curve, and maintains the train's position and speed to ensure operational safety.

[0021] Safety Envelope: In railway transportation, especially in train control systems, it refers to a virtual safety area set to ensure the safety of train operation.

[0022] A car stop: In railway terms, a safety device installed at the end of a track to prevent a train from derailing or colliding due to misoperation or other reasons. It is a physical barrier, usually made of a strong material, designed to absorb the energy of an impact, thereby reducing damage to the train and its passengers.

[0023] Obstacle point: refers to the location of a specific obstacle within the collision zone, such as the specific location of a communication train, non-communication train, or train stop ahead.

[0024] Collision Points: These are specific locations on the track where potential obstacles exist. These obstacles may include other trains (communicating or non-communicating), train stops, and more. The system identifies these locations and uses them as a key factor in calculating train movement authorizations.

[0025] Collisionable speed limit: This refers to the specific speed point to which a train must slow down when approaching an obstacle (such as another train, a stop, etc.). This point is designed to prevent the train from approaching the obstacle at excessive speed, thereby reducing the risk or severity of a collision.

[0026] The authorized end point is a distance or area within which a train can safely travel, calculated by the zone controller based on information such as the current track status and the location of obstacles ahead. It determines the maximum point a train can safely travel to and includes speed limits and other operating instructions.

[0027] Minimum safe rear end: A key reference point calculated in train control systems based on the position and characteristics of the preceding train to ensure a safe distance between trains. Specifically, it is the theoretically closest safe position of the preceding train to the following train, based on its current position, taking into account its length, possible offset, and other factors.

[0028] It should be noted that in the field of rail transit, the safety and efficiency of train operations remain core goals. With the continuous advancement of automated train operation technology, precisely controlling the train's movement (MA) to ensure safe operation in a variety of complex situations has become a key research direction. Managing the relationship between the train and potential obstacles ahead (such as other trains and car blocks) is particularly important, involving the research and application of technologies such as the accurate definition of collision zones and corresponding speed limits. In the automatic train control system, the ZC plays a key role, responsible for monitoring the train's operating range and calculating the train's movement authorization.

[0029] However, in practice, existing technologies face numerous challenges. In particular, there are limitations when dealing with the relationship between the train and the obstacle ahead. Some existing systems may not be able to accurately calculate the location of the collision-prone speed limit and the obstacle, resulting in the train being unable to accurately respond to the obstacle ahead during operation. For example, the handling of different types of preceding trains (communicating, dormant, non-communicating) and collision-prone vehicles is not precise enough, which not only affects the safe stopping of the train but also reduces operational efficiency. Furthermore, existing methods may lack flexibility and accuracy in setting the collision speed limit value, and cannot fully adapt to the safety requirements of different scenarios, thus posing safety risks.

[0030] One approach is to integrate and process data from more types of sensors. For example, this involves adding direct detection data from sensors such as lidar and millimeter-wave radar to detect obstacles ahead, and using data fusion algorithms to more accurately determine the position and status of the train or obstacle ahead. Another approach is to adopt a distributed computing architecture, distributing some computing tasks to onboard train equipment and multiple computing nodes along the route to improve the system's response speed and flexibility. While these solutions can significantly improve accuracy and reliability, they also bring new challenges, such as the need for more complex algorithms and hardware support, as well as solutions to issues such as data synchronization and communication reliability in distributed systems.

[0031] To address the aforementioned technical issues, the embodiments of this specification propose a train movement authorization solution. The system dynamically adjusts the train's movement authorization endpoint and collision speed limit based on the type of obstacle ahead (e.g., a communicating or dormant train). Specifically, if the train ahead is a communicating or dormant train, the rear end of the safety envelope calculated by the ZC system serves as the collision speed limit, ensuring that the train stops within a safe distance. For non-communicating trains, the speed limit is determined based on the safety margin for the entry of the axle counting section in which the train is located. For a collision speed limit, the position of the collision speed limit is directly used. Furthermore, when the collision speed limit is invalid or defaulted, the specific obstacle point is identified to ensure basic safety. This approach improves train operation efficiency in complex environments while ensuring safety, reduces risks caused by inaccurate obstacle locations, and ensures that the train can flexibly and accurately respond to various operating scenarios. This method achieves efficient train control through communication between the zone controller and the onboard ATP system, improving the safety and reliability of overall operations.

[0032] In this specification, a train movement authorization method is provided. This specification also involves a train movement authorization device, a train movement system, a computing device, a computer-readable storage medium, and a computer program product, which are described in detail one by one in the following embodiments.

[0033] See also Figure 1 , Figure 1 A flow chart of a train movement authorization method provided according to an embodiment of the present specification is shown, which is applied to a regional controller and specifically includes the following steps.

[0034] Step 102: Determine the target obstacle corresponding to the moving target train.

[0035] It should be noted that identifying target obstacles for a moving target train refers to identifying and locating obstacles or potential hazards ahead of the train during its operation so that appropriate measures can be taken to ensure driving safety. Obstacles here can include other trains, train stops, foreign objects on the track, etc.

[0036] In actual implementation, the system collects information about the train's surroundings through onboard sensors, ground equipment, and communication networks, and uses this information to update the location and status of obstacles in real time. For the step "determining the target obstacle corresponding to the moving target train," one approach is to analyze data provided by an automatic train monitoring system (such as the ZC), while another approach is to combine direct observation data obtained by onboard sensors (such as radar and cameras) to make judgments.

[0037] Specifically, imagine a moving target train that detects a stationary, dormant train as an obstacle. The system calculates a safe braking distance based on factors such as the distance between the two trains, their speeds, and track conditions, and considers the area within this distance as the target obstacle. If the target obstacle is within the safe braking distance, the train needs to slow down or stop to avoid a collision.

[0038] In an optional implementation of this embodiment, determining a target obstacle corresponding to a moving target train includes: Obtain the initial authorized destination of the target train and multiple collision areas corresponding to multiple candidate obstacles; In the case where the initial movement authorization end point overlaps with the target collision area, the candidate obstacle corresponding to the target collision area is determined as the target obstacle, wherein the target collision area is any collision area.

[0039] It should be noted that determining the target obstacle for a moving target train involves identifying potential obstacles ahead of the train and assessing their impact on its operation. The initial authorized movement endpoint refers to the maximum permitted distance for the train based on current conditions. Candidate obstacles and their corresponding collision zones refer to potential obstacles along the train's route and the potential collision ranges they could cause.

[0040] In actual implementation, the system first obtains the target train's initial authorized movement endpoint, and simultaneously identifies and analyzes multiple possible candidate obstacles in front of the train and their corresponding collision zones. If the collision zone of a candidate obstacle overlaps with the target train's initial authorized movement endpoint, it indicates that the obstacle is within the train's drivable range and may affect the train. In this case, the obstacle is considered a target obstacle. For example, in urban rail transit, if there is a stationary train or a foreign object on the track ahead, and its collision zone coincides with the target train's initial authorized movement endpoint, the obstacle is identified as a target obstacle.

[0041] Specifically, assume a moving target train has received an initial movement authorization from its current location to a destination 500 meters ahead. Simultaneously, the system detects a stationary train 300 to 400 meters ahead, creating a collision zone. Because this collision zone overlaps with the target train's initial movement authorization destination, the system identifies the stationary train as a target obstacle and adjusts the train's movement authorization accordingly, ensuring the train can safely slow down or stop to avoid a collision.

[0042] In the embodiment of the present specification, when the initial movement authorization endpoint overlaps with any collision area, the system can quickly determine the candidate obstacle corresponding to the collision area as the target obstacle.

[0043] Step 104: Determine the target obstacle type of the target obstacle, and use the target safety protection parameters corresponding to the target obstacle type to determine the movement authorization information of the target train. Different obstacle types use different safety protection parameters when calculating the movement authorization information.

[0044] It should be noted that determining the target obstacle type refers to identifying the specific type of obstacle ahead of the train, such as another train, a stop, or a foreign object on the track. Safety protection parameters are specific protective measures set for different types of obstacles, such as safety distance and braking deceleration. The safety protection calculation method uses these parameters to calculate the train's movement authorization (MA) to ensure that the train can safely stop or detour when encountering an obstacle.

[0045] In actual implementation, the system first uses a variety of sensors and communication technologies to identify and classify target obstacles. Once the obstacle type is determined, the system handles it according to pre-set safety protection parameters and calculation methods. For the step "determining the target obstacle type," one implementation involves using onboard radar and cameras to identify obstacles and classify them using image analysis technology; another approach involves receiving real-time data from a ground control center to make judgments.

[0046] Specifically, suppose the system detects a stationary, non-communicating train as an obstacle ahead. In this case, the system classifies the obstacle as a non-communicating train and applies relevant safety parameters, such as an additional safety buffer distance, since non-communicating trains cannot directly provide status updates. Next, using a safety calculation method specifically designed for this type of obstacle, the system calculates the minimum safe distance the train should maintain and the maximum speed allowed, generating the corresponding movement authorization information.

[0047] In an optional implementation of this embodiment, the target safety protection parameter corresponding to the target obstacle type is used to determine the movement authorization information of the target train, including: Determine the collision speed limit position based on the target safety protection parameters corresponding to the target obstacle type; When the collision speed limit position is a non-default position, a collision speed limit value corresponding to the target obstacle type is obtained, and movement authorization information of the target train is determined based on the collision speed limit value and the collision speed limit position.

[0048] It should be noted that the use of target safety protection parameters and safety protection calculation methods corresponding to the target obstacle type to determine the target train's movement authorization information is a safety measure developed based on a precise assessment of the characteristics of different obstacle types. Safety protection parameters include key data such as the collision speed limit location and collision speed limit value, which vary depending on the specific obstacle type. The collision speed limit location is also called the collision speed limit point.

[0049] In actual implementation, the collision speed limit position is first determined based on the target safety protection parameters corresponding to the target obstacle type. That is, taking into account the obstacle type, the point at which the train must slow down to a specific speed is calculated. The system then obtains the collision speed limit value corresponding to the target obstacle type and, combined with the previously determined collision speed limit position, uses the target safety protection calculation method to determine the movement authorization information for the target train. For example, if the target obstacle is a non-communication train, the system may set a more conservative collision speed limit position and a lower collision speed limit value to ensure sufficient safety distance.

[0050] Specifically, suppose the system identifies a dormant train ahead as a target obstacle. Based on the dormant train's safety parameters, the system calculates an appropriate collision speed limit location and sets the corresponding collision speed limit. Then, using this data and a pre-defined safety calculation method, it generates movement authorization information for the target train, instructing the train to decelerate to within the specified speed limit before reaching the collision speed limit location.

[0051] In the embodiments of this specification, by selecting appropriate safety protection parameters based on the target obstacle type and applying the corresponding calculation method, the system can accurately provide the train with the necessary movement authorization information, effectively improving the safety of the train when dealing with specific obstacles.

[0052] In an optional implementation of this embodiment, determining the collision speed limit position based on the target safety protection parameter corresponding to the target obstacle type includes: In the case where the obstacle type is a communication train, the collision speed limit position is determined based on the safe rear end position of the communication train, the retreat distance of the communication train and the preset safety margin; In the case where the obstacle type is a dormant train, the collision speed limit position is determined based on the safe rear end position of the dormant train and a preset safety margin; In the case where the obstacle type is a non-communication train, the collision speed limit position is determined based on the entrance position of the axle counting section where the rear end of the non-communication train is located and the preset safety margin; When the obstacle type is a gear, the collision speed limit position is determined based on the gear position of the gear.

[0053] It should be noted that determining the collision speed limit position based on the target safety protection parameters corresponding to the target obstacle type involves calculating the position where the train must slow down based on the different types of obstacles and their characteristics. Key parameters used in this calculation include the safe rear end position, setback distance, and preset safety margin.

[0054] In actual implementation, the system adopts corresponding strategies to determine the collision speed limit location according to the different obstacle types: When the obstacle type is a communication train, the system will determine the collision speed limit position based on the safe rear end position of the communication train (i.e. the safe position of the tail of the train), the retreat distance of the communication train (taking into account the possible reversing of the train) and the preset safety margin.

[0055] In the case where the obstacle type is a dormant train, the system will obtain the safe rear end position of the dormant train and determine the collision speed limit position in combination with the preset safety margin to ensure that there is enough buffer zone to avoid collision.

[0056] When the obstacle type is a non-communicating train, the system determines the collision speed limit position based on the entrance position of the axle counting section where the rear end of the non-communicating train is located (that is, the starting point of the track partition where the tail of the non-communicating train is located) and the preset safety margin to ensure that the train can travel safely even when real-time communication is impossible.

[0057] When the obstacle type is a vehicle stall, the collision speed limit position is determined directly based on the specific position of the vehicle stall, because the vehicle stall is a fixed and clear end point.

[0058] Specifically, if the system identifies a dormant train as an obstacle ahead, it will first determine the safe rear end position of the dormant train and then calculate a safe collision speed limit position by adding a preset safety margin. This ensures that the target train can decelerate or stop in time when approaching the dormant train, thus avoiding a collision.

[0059] In the embodiments of this specification, by applying a method to determine the collision speed limit location based on different obstacle types, the system can accurately set the appropriate deceleration point for each obstacle, improving train safety when dealing with different obstacles. This method ensures that the train can decelerate appropriately before approaching an obstacle, reducing the risk of collision and ensuring driving safety.

[0060] In an optional implementation of this embodiment, when the collision speed limit position is a non-default position, obtaining a collision speed limit value corresponding to the target obstacle type, and determining movement authorization information of the target train based on the collision speed limit value and the collision speed limit position, includes: When the obstacle type is a communication train or a dormant train, the coupler speed limit value of the communication train or the dormant train is obtained, and based on the coupler speed limit value and the collision speed limit position, the movement authorization information of the target train is determined; If the obstacle type is a non-communication train, obtain the section speed limit value of the axle counting section where the rear end of the non-communication train is located, and determine the movement authorization information of the target train based on the section speed limit value and the collision speed limit position; When the obstacle type is a vehicle stop, the vehicle stop speed limit value is obtained, and based on the vehicle stop speed limit value and the collision speed limit position, the movement authorization information of the target train is determined.

[0061] It's important to note that obtaining the collision speed limit corresponding to the target obstacle type and, based on this speed limit and the collision speed limit location, using the appropriate safety protection calculation method to determine the target train's movement authorization information (including the authorized movement endpoint and the collision-prone location, also known as the collision-prone point) is a crucial step in ensuring that trains can travel at appropriate speeds and stop promptly when approaching different types of obstacles. Different types of obstacles have different speed limits and corresponding safety protection calculation methods.

[0062] In actual implementation, the system adopts specific strategies to determine the movement authorization information according to different obstacle types: Communication Train or Dormant Train: When the obstacle type is Communication Train or Dormant Train, the system first obtains the coupler speed limit. Based on this speed limit and the previously determined collision speed limit position, the system calculates a movement authorization endpoint. This endpoint is set before the position where the train can safely decelerate to zero speed, taking into account the coupler speed limit. The system also sets a collision point, typically located after the movement authorization endpoint, representing a possible collision location.

[0063] Non-communicating train: If the obstacle type is a non-communicating train, the system will obtain the speed limit for the axle counting section where the rear end of the non-communicating train is located. Based on this speed limit and the collision speed limit position, the system will calculate a more conservative movement authorization endpoint, typically set a certain distance before the entrance to the axle counting section where the rear end of the non-communicating train is located, to ensure an adequate safety buffer. The system will also set a collision-prone point, typically located after the movement authorization endpoint, representing a potential collision location.

[0064] Train Stop: For this obstacle type, the system obtains the train stop speed limit and applies a third-order safety protection calculation method based on this speed limit and the collision speed limit position. Because the train stop is a fixed and collidable obstacle, the movement authorization endpoint is typically set directly behind the train stop at a strictly limited distance to ensure that the train does not exceed this limit. In this case, the collision point coincides with the train stop position.

[0065] In the embodiments of this specification, by selecting appropriate collision speed limits for different obstacle types and applying corresponding safety protection calculation methods based on the collision speed limit locations, the system accurately generates target train movement authorization information, including the authorized movement endpoint and collision-prone point. This approach ensures that trains can operate at appropriate speeds when approaching obstacles and stop promptly when necessary, effectively reducing the risk of collision and improving driving safety. The specific application of each safety protection calculation method allows the train to flexibly adjust its operating strategy based on obstacle type, further enhancing the system's adaptability and safety.

[0066] In an optional implementation of this embodiment, the obstacle type is a communication train or a dormant train; after determining the collision speed limit position based on the target safety protection parameter corresponding to the target obstacle type, the method further includes: When the collision speed limit position is the default position, obtain the safe front position and obstacle position of the target train; Special movement authorization information is generated based on the safety front end position and the obstacle position, wherein the special movement authorization information is used to control the safety front end position not to exceed the obstacle position.

[0067] It's important to note that the purpose of generating special movement authorization information based on the safe front position and obstacle location is to ensure that the safe front of the train does not exceed the position of the obstacle ahead, thereby avoiding a collision. The special movement authorization information includes the maximum distance the train can safely travel and the corresponding speed limit to ensure that the train can slow down or stop in time when approaching an obstacle.

[0068] In practical implementation, the system first calculates the relative position of the target train's safe front end and the exact location of the obstacle. Based on this data, it then generates special movement authorization information that explicitly states that the train's authorized end point should not exceed the position of the obstacle. This measure effectively prevents trains from overtaking obstacles and causing collisions, even when the collision speed limit position cannot be precisely determined.

[0069] Specifically, suppose a target train is approaching a dormant train acting as an obstacle, but for some reason cannot accurately determine the collision speed limit position. In this case, the system generates a special movement authorization based on the safe front position of the target train and the position of the obstacle (i.e., the dormant train). This special movement authorization instructs the train control system to adjust the train's speed and travel distance so that the safe front position of the train does not exceed the rear position of the dormant train.

[0070] In the embodiments of this specification, by generating and sending special movement authorization information based on the safe front position and obstacle location, the system can effectively control the train's movement speed, ensuring that its safe front does not exceed the obstacle position, thereby avoiding potential collision risks. This approach improves train operation safety, ensuring that the train can take appropriate action when approaching obstacles, reducing the possibility of accidents. At the same time, this mechanism also enhances the system's responsiveness and flexibility, allowing the train to maintain safe operation in complex and changing environments.

[0071] In an optional implementation of this embodiment, obtaining the obstacle location includes: When the obstacle type is a communication train or a dormant train, obtaining the train position of the communication train or the dormant train as the obstacle position; If the obstacle type is a non-communication train, the entrance position of the axle counting section where the rear end of the non-communication train is located is used as the obstacle position corresponding to the non-communication train; When the obstacle type is a vehicle stall, the vehicle stall position is acquired as the obstacle position.

[0072] Obstacle location acquisition involves determining the specific location of each obstacle type, allowing for the calculation of train movement authorization and ensuring safe operation. Obstacle location, also known as the obstacle point, is key data used by the system to assess whether a train is approaching a potential obstacle.

[0073] In actual implementation, the system adopts different strategies to determine the obstacle location according to the difference in obstacle types: If the obstacle type is a communicating train or a dormant train, the system directly obtains the train position of the communicating train or dormant train as the obstacle position. This usually involves reading the exact position of the train from the automatic train monitoring system or other related systems.

[0074] In the case of a non-communicating train, since the train's specific location information cannot be directly obtained, the system uses the entrance to the axle counting section where the rear end of the non-communicating train is located as the obstacle location for the non-communicating train. This approach provides a conservative estimate, ensuring sufficient buffer distance to avoid collisions.

[0075] If the obstacle type is a car stop, the system directly obtains the location information of the car stop as the obstacle location. The car stop is a fixed facility, so its location is clear and fixed.

[0076] Specifically, if the system identifies a dormant train as an obstacle ahead, it will directly retrieve the dormant train's exact location from the relevant system and use that as the obstacle's location. If the obstacle is a non-communicating train, the system will use the entrance to the axle counting section where the rear end of the non-communicating train is located as the obstacle's location. For fixed obstacles like train stops, the system directly retrieves their exact location.

[0077] In the embodiments of this specification, by accurately determining the location of obstacles (i.e., collision points) based on different obstacle types, the system can effectively assess the relative position between the train and the obstacle, thereby generating accurate movement authorization information. This approach improves train operation safety, ensuring that trains can adjust speed or stop promptly when approaching different types of obstacles, reducing the risk of collision.

[0078] In an optional implementation of this embodiment, after determining the collision speed limit position based on the target safety protection parameter corresponding to the target obstacle type, the following steps are further included: receiving a target train position sent by a target train control system; In a case where the target train position exceeds the collision speed limit position, the collision speed limit position is updated based on the target train position.

[0079] It's important to note that after determining the collision speed limit position based on the target safety protection parameters corresponding to the target obstacle type, the system also needs to dynamically adjust this position to account for changes in train operation. This involves receiving real-time train position information from the target train control system and, when necessary, updating the collision speed limit position based on the new train position. This mechanism ensures the rationality and safety of MA, especially when the actual train position exceeds the originally calculated collision speed limit position.

[0080] In actual implementation, the system first receives the target train's position from the target train's control system. If the target train's position exceeds the previously determined collision speed limit, the system reassesses and updates the collision speed limit based on the latest train position. For example, if the train's movement authorization point crosses the collision-prone speed limit, the system automatically sets the collision-prone speed limit as the new movement authorization point, ensuring that the train always operates within its safety range.

[0081] Specifically, suppose the system initially determines a specific collision speed limit to manage the risk of an obstacle ahead. However, during the train's operation, due to some reason (such as excessive speed or inaccurate estimation), the train's actual position may have exceeded this collision speed limit. In this case, the system immediately recalculates the collision speed limit based on the received target train's new position, ensuring that the train can decelerate or stop in time to avoid any possible dangerous situation.

[0082] In the embodiments of this specification, the system ensures the rationality and safety of movement authorizations by receiving the real-time location of the target train and, when necessary, updating the collision speed limit position based on this location. In particular, when a train's movement authorization starting point crosses a collision-prone speed limit point, resetting that point as the movement authorization starting point ensures that the train always operates within safe limits, effectively preventing safety hazards caused by exceeding the position limit. This approach enhances the system's responsiveness and improves the safety and reliability of train operations.

[0083] Step 106: Send the movement authorization information to the train control system of the target train, so that the train control system controls the movement speed of the target train based on the movement authorization information.

[0084] It's important to note that Movement Authorization (MA) is information calculated by the ZC based on factors such as current line conditions, train position, and obstacles ahead, allowing the train to safely operate. This information includes key data such as the train's maximum travel distance and speed limit. Upon receiving this information, the train control system adjusts the train's operating status accordingly to ensure safe operation within specified limits.

[0085] In actual implementation, once the regional controller has calculated the movement authorization information for the target train, it transmits this information to the target train's onboard control system via the train-to-ground communication system. The onboard control system receives and interprets this information, adjusting the train's traction or braking force based on parameters such as speed limit and maximum travel distance to control the train's speed and acceleration. Regarding the step "sending the movement authorization information to the target train's train control system," one implementation involves using wireless communication technology to transmit the movement authorization information in real time. Another implementation involves utilizing a wired communication network between fixed points for information transmission, which is a suitable backup solution for specific scenarios.

[0086] Specifically, suppose a high-speed target train approaches a non-communicating train within a predetermined safe braking distance. Upon recognizing this situation, the zone controller generates movement authorization information and transmits it to the target train's onboard control system via the wireless communication module. Upon receiving these instructions, the onboard control system immediately takes measures to reduce the train's speed, ensuring it decelerates to a safe speed or comes to a complete stop before entering the safe braking distance, thereby avoiding a collision.

[0087] In an optional embodiment, the above-mentioned obtaining the obstacle type of the target obstacle may include the following steps: Obtain identification information of the target obstacle, and if the identification information indicates that the target obstacle is a vehicle stop, determine the obstacle type as a vehicle stop; When the identification information indicates that the target obstacle is an obstacle train, obtaining communication status information of the obstacle train, and determining whether the obstacle train is a communication train based on the communication status information; If not, the obstacle type is determined to be a non-communication train; If so, obtain the running status information of the obstructing train, and determine whether the obstructing train is a dormant train based on the running status information; If so, the obstacle type is determined to be a dormant train; If not, the obstacle type is determined to be a communication train.

[0088] It's important to note that obtaining the target obstacle type involves identifying the specific type of obstacle and classifying it based on its characteristics. Identification information is key data used to distinguish different obstacles, such as vehicle stops and obstructing trains. Communication status and operational status information provide the basis for further subdividing the obstructing train type.

[0089] In actual implementation, the system first obtains the identification information of the target obstacle. If the identification information indicates that the target obstacle is a vehicle stop, the obstacle type is directly determined to be a vehicle stop. If the identification information indicates that the target obstacle is an obstructing train, the system further obtains the communication status information of the obstructing train to determine whether it is a communication train. If it is not a communication train, the obstacle type is determined to be a non-communication train. If it is a communication train, the system further obtains its operating status information to determine whether it is a dormant train. If it is confirmed to be a dormant train, the obstacle type is determined to be a dormant train; if it is not a dormant train, it is classified as a communication train.

[0090] Specifically, suppose the system detects an obstructing train ahead. After first identifying it as the obstructing train through identification information, the system then checks its communication status. If the train does not support communication, it is classified as a non-communication train. If the train supports communication, the system further analyzes its operating status information. If the train is in sleep mode, it is classified as a sleep train; otherwise, it is classified as a communication train.

[0091] In the embodiments of this specification, the detailed classification of target obstacles through the above steps enables the system to accurately identify obstacle types and take appropriate safety measures, thereby improving the train's ability to cope with different types of obstacles and ensuring the safety and reliability of operation. This precise classification mechanism helps the system adjust movement authorization information in a timely manner, ensuring safe operation of the train in the face of various obstacles.

[0092] This illustrated embodiment provides a train movement authorization method that dynamically determines movement authorization information based on different obstacle types, enabling flexible and precise train control. By identifying target obstacles and their types and applying corresponding safety protection parameters and calculation methods, the system ensures that trains can safely travel at optimal speeds when approaching various obstacles. This effectively improves driving safety, enables rapid response in complex and changing track environments, and ensures smooth and safe operation. It also optimizes overall operational efficiency and reduces unnecessary deceleration and stops.

[0093] Figure 2 A schematic diagram of a process for a train movement authorization method according to an embodiment of this specification is shown, which specifically includes the following steps: Step 202: Acquire the movement authorization information of the target train in real time.

[0094] Specifically, the ZC communicates with the onboard ATP system and trackside equipment to obtain real-time movement authorization information for the target train. This information includes key data such as the train's current position, speed, and the type and location of obstacles ahead. For example, if a train is approaching a high-density operating area, the ZC will collect the train's speed and position information and, combined with data on obstacles ahead (such as another train or a stop), calculate the train's authorized end point for movement. This process ensures that the train can operate within a safe range and provides foundational data for subsequent steps.

[0095] Step 204: When the train movement authorization information and the collision-prone area overlap, the obstacle type is determined.

[0096] Specifically, when a train's movement authorization overlaps with a collision zone (i.e., an area with potential obstacles), the system needs to determine the specific type of obstacle ahead. For example, if there's a communications train or a dormant train ahead, the ZC will determine whether the train's movement authorization endpoint needs to be adjusted based on the location and status of these obstacles. Specifically, if there's a stationary communications train ahead, the ZC will identify its rear end and treat it as an obstacle for further processing. This step is key to ensuring the train can correctly respond to different types of obstacles.

[0097] See also Figure 3 As shown, Figure 3 This is a schematic diagram of a scenario where train movement authorization information and a collision zone overlap, according to one embodiment of this specification. A target CT train on the left is traveling, and an obstacle CT train is ahead. The ZC calculates the target CT train's movement authorization endpoint and determines that it lies within the collision zone indicated by the dashed box in the figure. It then determines the obstacle type of the obstacle CT train. This ensures that the target CT train ultimately does not cross the collision point and safety protection distance of the obstacle CT train.

[0098] Step 206: Determine the mobile authorization destination in the case of a communication train.

[0099] Specifically, if the obstacle is a communication train, the ZC system calculates the collision-prone speed limit point to be the rear end of the preceding train's safety envelope (the minimum safe rear end calculated by the preceding train is set back a certain distance, L, where L = maximum setback distance + safety margin). In this case, the authorized movement endpoint is determined based on the above conditions to ensure that the train can stop at an appropriate location to avoid colliding with the communication train. For example, if a communication train is 500 meters ahead, the ZC system will calculate a reasonable authorized movement endpoint to ensure that the target train can stop safely when approaching it.

[0100] Step 208: Determine the movement authorization destination in the case of a dormant train.

[0101] Specifically, if the obstacle is a dormant train, the ZC system calculates the collision-prone speed limit point to be the rear end of the preceding train's safety envelope (at least taking into account the train's calculated minimum safety rear end withdrawal margin). The movement authorization endpoint is determined accordingly to ensure safe operation of the train when encountering a dormant train. For example, if there is a dormant train 300 meters ahead, the ZC system will calculate a movement authorization endpoint to ensure that the target train can safely stop when approaching the dormant train, avoiding a collision caused by excessive speed.

[0102] Step 210: Determine the movement authorization destination in the case of a non-communication train.

[0103] Specifically, if the obstacle is a non-communicating train, the ZC system calculates a collision-prone speed limit point that is set back a certain safety margin from the entrance to the axle counting section where the rear end of the preceding train is located. The location of the movement authorization endpoint must take this collision-prone speed limit point into account, allowing the train to safely pass through the area containing non-communicating trains. For example, if a non-communicating train is 200 meters ahead, ZC will calculate a reasonable movement authorization endpoint based on the entrance to the axle counting section where the train is located, ensuring the target train can safely pass through the area.

[0104] Step 212: Determine the movement authorization end point when the vehicle is in gear.

[0105] Specifically, if the obstacle is a stop, the ZC system calculates the collision-prone speed limit as the stop's location. The authorized movement endpoint is determined based on this information to ensure safe train operation when approaching the stop. For example, if there's a stop 100 meters ahead, the ZC system will use the stop as the collision-prone speed limit and calculate an authorized movement endpoint to ensure the train can collide with the stop at the appropriate speed.

[0106] Step 214: In the case of a communicating train, the collision point is determined and sent to the control system of the target train.

[0107] Specifically, the ZC system calculates the rear end of the train's safety envelope as the collision point and transmits this information to the target train's onboard ATP system. For example, if there's a communication train ahead, the ZC system calculates its rear end position plus a certain safety margin as the collision point and transmits this information to the target train, enabling it to adjust its speed accordingly and ensure a safe stop.

[0108] Step 216: In the case of a dormant train, the collision point is determined and sent to the control system of the target train.

[0109] Specifically, the C system calculates the rear end of the train's safety envelope as the collision point and transmits this information to the target train's onboard ATP system. For example, if there's a dormant train ahead, the ZC system calculates its rear end position plus a certain safety margin as the collision point and transmits this information to the target train, enabling it to adjust its speed accordingly and ensure a safe stop.

[0110] Step 218: In the case of a non-communicating train, the collision point is determined and sent to the control system of the target train.

[0111] Specifically, the ZC system calculates the entrance to the axle counting section of the train, retracts it by a certain safety margin, and uses this as the collision point. This information is then transmitted to the target train's onboard ATP system. For example, if a non-communication train is ahead, the ZC system calculates the entrance to the axle counting section of the train, adds a certain safety margin, and uses this as the collision point. This information is then transmitted to the target train, allowing it to adjust its speed accordingly to ensure safe passage through the area.

[0112] Step 220: Determine the collision point in the vehicle stall situation and send it to the control system of the target train.

[0113] Specifically, the ZC system directly identifies the position of the gear as a potential collision point and transmits this information to the target train's onboard ATP system. For example, if there is a gear ahead, the ZC system identifies the gear position as a potential collision point and transmits this information to the target train, enabling it to adjust its speed accordingly and ensure a safe stop.

[0114] Step 222: Determine the collision speed limit value in the case of a communication train.

[0115] Specifically, the ZC system sets the collision speed limit based on the maximum allowed collision speed of the train coupler. For example, if there is a communication train ahead, the ZC system sets the collision speed limit to the maximum allowed collision speed of the train coupler. This ensures that the train can travel at an appropriate speed when approaching the communication train, avoiding a serious collision accident.

[0116] Step 224: Determine the collision speed limit value in the case of a dormant train.

[0117] Specifically, the ZC system also sets the collision speed limit based on the maximum allowed collision speed of the train coupler. For example, if there is a dormant train ahead, the ZC system sets the collision speed limit to the maximum allowed collision speed of the train coupler. This ensures that the train can travel at an appropriate speed when approaching the dormant train, avoiding a serious collision.

[0118] Step 226: Determine the collision speed limit value in the case of a non-communication train.

[0119] Specifically, the ZC system uses the collision speed limit of the collision zone within the non-communicating train's section (this value is ≤ the train coupler's permitted collision speed) as the collision speed limit. Based on the characteristics of the dynamically configured collision zone, the speed limit is appropriately set to ensure safe train operation within the zone while remaining within the permitted collision speed of the coupler to protect the train structure and equipment.

[0120] Step 228: Determine the collision speed limit value under the vehicle gear condition.

[0121] Specifically, the ZC system sets the collision speed limit based on the specific collision speed of the train. For example, if there is a train ahead, the ZC system sets the collision speed limit to the specific collision speed of the train, ensuring that the train can travel at an appropriate speed when approaching the train, avoiding a serious collision accident.

[0122] Step 230: In the case of a communication train, the obstacle point is determined when the collision speed limit point is invalid.

[0123] Specifically, if the ZC system encounters an error and cannot calculate the correct collision speed limit point for the preceding communication train, and therefore returns to a default value (e.g., 0), the system will immediately take special measures. In this case, the ZC will obtain the real-time minimum safe rear position of the communication train as the obstacle point. Through precise calculation and control, the ZC ensures that the train can stop safely when approaching the communication train, avoiding a collision.

[0124] Step 232: In the case of a dormant train, when the collision speed limit point is invalid, determine the obstacle point.

[0125] It is understandable that the dormant train can also communicate with the ZC system. Therefore, step 232 is similar to step 230 and will not be repeated here.

[0126] Step 234: In the case of a non-communication train, when the collision speed limit point is invalid, determine the obstacle point.

[0127] Specifically, in the case of a non-communicating train, the ZC system calculates the obstruction point as the axle counting point at the entrance of the axle counting section where the non-communicating train is located. This is used as a basis to determine the train's operating range and parking position, ensuring the safe operation of the target train.

[0128] Step 236: When the vehicle is in gear and the collision speed limit point is invalid, determine the obstacle point.

[0129] Specifically, when the obstacle ahead is a train stop, the obstacle point calculated by the ZC system should be the train stop position. This ensures that the target train can accurately identify the obstacle point when facing the train stop and perform safe operations. Step 238: Send the authorized movement end point, collision point, and collision speed limit value to the train control system of the target train to control the target train to stop accurately.

[0130] Specifically, the ZC system transmits the calculated authorized movement endpoint, collision-prone point, and collision speed limit to the target train's train control system. Based on this information, the onboard ATP system adjusts the train's speed and position in real time, ensuring it operates within safe limits and stops accurately. For example, if there's a communication train ahead, the ZC system transmits relevant data to the target train, enabling it to adjust its speed accordingly and stop within a safe distance to avoid a collision. This ensures safe and efficient train operation in a variety of complex situations.

[0131] This illustrated embodiment provides a train movement authorization method that dynamically determines movement authorization information based on different obstacle types, enabling flexible and precise train control. By identifying target obstacles and their types and applying corresponding safety protection parameters and calculation methods, the system ensures that trains can safely travel at optimal speeds when approaching various obstacles. This effectively improves driving safety, enables rapid response in complex and changing track environments, and ensures smooth and safe operation. It also optimizes overall operational efficiency and reduces unnecessary deceleration and stops.

[0132] Corresponding to the above method embodiment, this specification also provides an architecture embodiment of a train movement authorization system. Figure 4 FIG1 shows a schematic diagram of the architecture of a train movement authorization system provided by an embodiment of this specification. Figure 4 As shown, the train movement authorization system includes a zone controller 402 and a train control system 404; The zone controller 402 is configured to determine a target obstacle corresponding to a moving target train; determine a target obstacle type of the target obstacle, and use target safety protection parameters corresponding to the target obstacle type to determine movement authorization information for the target train, wherein different safety protection parameters are used when calculating the movement authorization information for different obstacle types; and send the movement authorization information to a train control system 404 of the target train. The train control system 404 is configured to control the moving speed of the target train based on the movement authorization information.

[0133] It should be noted that the technical solution of the train movement authorization system and the technical solution of the above-mentioned train movement authorization method belong to the same concept. The details not described in detail in the technical solution of the train movement authorization system can be found in the description of the technical solution of the above-mentioned train movement authorization method, and will not be repeated here in the embodiments of this specification.

[0134] This illustrated embodiment provides a train movement authorization system that dynamically determines movement authorization information based on different obstacle types, enabling flexible and precise train control. By identifying target obstacles and their types and applying corresponding safety protection parameters and calculation methods, the system ensures that trains can safely travel at optimal speeds when approaching various obstacles. This effectively improves driving safety, enables rapid response in complex and changing track environments, and ensures smooth and safe operation. It also optimizes overall operational efficiency and reduces unnecessary deceleration and stops.

[0135] Corresponding to the above method embodiment, this specification also provides an embodiment of a train movement authorization device, Figure 5 FIG1 shows a schematic diagram of the structure of a train movement authorization device provided by an embodiment of this specification. Figure 5 As shown, the device includes: A determination module 502 is configured to determine a target obstacle corresponding to a moving target train; A calculation module 504 is configured to determine a target obstacle type of the target obstacle and use target safety protection parameters corresponding to the target obstacle type to determine movement authorization information for the target train, wherein different safety protection parameters are used when calculating the movement authorization information for different obstacle types; The sending module 506 is configured to send the movement authorization information to the train control system of the target train, so that the train control system controls the movement speed of the target train based on the movement authorization information.

[0136] Optionally, the determination module 502 is further configured to obtain an initial authorized end point of the target train and a plurality of collision regions corresponding to a plurality of candidate obstacles; In the case where the initial movement authorization end point overlaps with the target collision area, the candidate obstacle corresponding to the target collision area is determined as the target obstacle, wherein the target collision area is any collision area.

[0137] Optionally, the calculation module 504 is further configured to determine the collision speed limit position based on the target safety protection parameter corresponding to the target obstacle type; When the collision speed limit position is a non-default position, a collision speed limit value corresponding to the target obstacle type is obtained, and movement authorization information of the target train is determined based on the collision speed limit value and the collision speed limit position.

[0138] Optionally, the calculation module 504 is further configured to determine the collision speed limit position based on the safe rear end position of the communication train, the retreat distance of the communication train and a preset safety margin when the obstacle type is a communication train; In the case where the obstacle type is a dormant train, the collision speed limit position is determined based on the safe rear end position of the dormant train and a preset safety margin; In the case where the obstacle type is a non-communication train, the collision speed limit position is determined based on the entrance position of the axle counting section where the rear end of the non-communication train is located and the preset safety margin; When the obstacle type is a gear, the collision speed limit position is determined based on the gear position of the gear.

[0139] Optionally, the calculation module 504 is further configured to, when the obstacle type is a communication train or a dormant train, obtain a coupler speed limit value of the communication train or the dormant train, and determine movement authorization information of the target train based on the coupler speed limit value and the collision speed limit position; If the obstacle type is a non-communication train, obtain the section speed limit value of the axle counting section where the rear end of the non-communication train is located, and determine the movement authorization information of the target train based on the section speed limit value and the collision speed limit position; When the obstacle type is a vehicle stop, the vehicle stop speed limit value is obtained, and based on the vehicle stop speed limit value and the collision speed limit position, the movement authorization information of the target train is determined.

[0140] Optionally, the calculation module 504 is further configured to obtain the safe front position and the obstacle position of the target train when the collision speed limit position is the default position; Special movement authorization information is generated based on the safety front end position and the obstacle position, wherein the special movement authorization information is used to control the safety front end position not to exceed the obstacle position.

[0141] Optionally, the calculation module 504 is further configured to, when the obstacle type is a communication train or a dormant train, obtain the train position of the communication train or the dormant train as the obstacle position; If the obstacle type is a non-communication train, the entrance position of the axle counting section where the rear end of the non-communication train is located is used as the obstacle position corresponding to the non-communication train; When the obstacle type is a vehicle stall, the vehicle stall position is acquired as the obstacle position.

[0142] Optionally, the calculation module 504 is further configured to receive the target train position sent by the target train control system; In a case where the target train position exceeds the collision speed limit position, the collision speed limit position is updated based on the target train position.

[0143] This embodiment provides a train movement authorization device, deployed in a zone controller. The zone controller dynamically determines movement authorization information based on different obstacle types, enabling flexible and precise control of trains. By identifying target obstacles and their types and applying corresponding safety protection parameters and calculation methods, the system ensures that trains can safely travel at optimal speeds when approaching various obstacles. This effectively improves driving safety, enables rapid response in complex and changing track environments, and ensures smooth and safe operation. It also optimizes overall operational efficiency and reduces unnecessary deceleration and stops.

[0144] The above is a schematic scheme of a train movement authorization device of this embodiment. It should be noted that the technical scheme of the train movement authorization device and the technical scheme of the above-mentioned train movement authorization method are of the same concept. For details not described in detail in the technical scheme of the train movement authorization device, please refer to the description of the technical scheme of the above-mentioned train movement authorization method.

[0145] Figure 6 6 shows a block diagram of a computing device according to one embodiment of the present disclosure. Components of the computing device 600 include, but are not limited to, a memory 610 and a processor 620. The processor 620 is connected to the memory 610 via a bus 630, and a database 650 is used to store data.

[0146] Computing device 600 also includes an access device 640 that enables computing device 600 to communicate via one or more networks 660. Examples of such networks include a public switched telephone network (PSTN), a local area network (LAN), a wide area network (WAN), a personal area network (PAN), or a combination of communication networks such as the Internet. Access device 640 may include one or more of any type of network interface (e.g., a network interface card (NIC)) whether wired or wireless, such as an IEEE 802.11 wireless local area network (WLAN) wireless interface, a Worldwide Interoperability for Microwave Access (Wi-MAX) interface, an Ethernet interface, a universal serial bus (USB) interface, a cellular network interface, a Bluetooth interface, or a near field communication (NFC) interface.

[0147] In one embodiment of the present specification, the above components of the computing device 600 and Figure 6 Other components not shown in the figure may also be connected to each other, for example, via a bus. Figure 6 The computing device structure block diagram shown is for illustrative purposes only and is not intended to limit the scope of this specification. Those skilled in the art may add or replace other components as needed.

[0148] Computing device 600 can be any type of stationary or mobile computing device, including a mobile computer or mobile computing device (e.g., a tablet computer, personal digital assistant, laptop computer, notebook computer, netbook computer, etc.), a mobile phone (e.g., a smartphone), a wearable computing device (e.g., a smartwatch, smart glasses, etc.), or other types of mobile devices, or a stationary computing device such as a desktop computer or personal computer (PC). Computing device 600 can also be a mobile or stationary server.

[0149] The processor 620 is configured to execute the following computer-executable instructions, which, when executed by the processor, implement the steps of the above-mentioned train wake-up method.

[0150] Each embodiment in this specification is described in a progressive manner. Similar portions between the various embodiments can be referenced to each other. Each embodiment focuses on the differences from other embodiments. In particular, the computing device embodiment is generally similar to the train movement authorization method embodiment, so the description is relatively simple. For relevant portions, refer to the description of the train movement authorization method embodiment.

[0151] An embodiment of the present specification further provides a computer-readable storage medium storing a computer program / instruction, which implements the steps of the above-mentioned train movement authorization method when executed by a processor.

[0152] Each embodiment in this specification is described in a progressive manner. Similar portions between the various embodiments can be referenced to each other. Each embodiment focuses on the differences from other embodiments. In particular, the computer-readable storage medium embodiment is generally similar to the train movement authorization method embodiment, so its description is relatively simple. For relevant portions, refer to the description of the train movement authorization method embodiment.

[0153] An embodiment of the present specification further provides a computer program product, comprising a computer program / instruction, which implements the steps of the above-mentioned train movement authorization method when executed by a processor.

[0154] The above is a schematic scheme of a computer program product of this embodiment. It should be noted that the technical scheme of this computer program product and the technical scheme of the above-mentioned train movement authorization method are based on the same concept. For details not described in detail in the technical scheme of the computer program product, please refer to the description of the technical scheme of the above-mentioned train movement authorization method.

[0155] The foregoing description of this specification describes specific embodiments. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in an order different from that described in the embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order shown or the sequential order to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0156] The computer instructions include computer program code, which may be in source code form, object code form, executable file, or some intermediate form. The computer-readable medium may include any entity or device capable of carrying the computer program code, recording medium, USB flash drive, mobile hard drive, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal, and software distribution medium. It should be noted that the content of the computer-readable medium may be appropriately increased or decreased based on the requirements of patent practice. For example, in some regions, according to patent practice, computer-readable media does not include electric carrier signals and telecommunication signals.

[0157] It should be noted that for the aforementioned method embodiments, for the sake of simplicity of description, they are all expressed as a series of action combinations, but those skilled in the art should be aware that the embodiments of this specification are not limited by the order of the actions described, because according to the embodiments of this specification, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in this specification are all preferred embodiments, and the actions and modules involved are not necessarily required by the embodiments of this specification.

[0158] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant description of other embodiments.

[0159] The preferred embodiments disclosed above are intended only to help illustrate this specification. The optional embodiments do not exhaustively describe all details, nor do they limit the invention to the specific embodiments described. Obviously, many modifications and variations can be made based on the content of the embodiments of this specification. This specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the embodiments of this specification, so that those skilled in the art can better understand and utilize this specification. This specification is limited only by the claims and their full scope and equivalents.

Claims

1. A train movement authorization method, characterized in that: Applicable to zone controllers, including: Determine the target obstacle corresponding to the moving target train; determining a target obstacle type of the target obstacle, and determining movement authorization information of the target train using target safety protection parameters corresponding to the target obstacle type, wherein different safety protection parameters are used when calculating the movement authorization information for different obstacle types; The movement authorization information is sent to a train control system of the target train, so that the train control system controls the movement speed of the target train based on the movement authorization information.

2. The method according to claim 1, characterized in that The determining of the target obstacle corresponding to the moving target train includes: Obtaining an initial authorized end point of movement of the target train and multiple collision areas corresponding to multiple candidate obstacles; In a case where the initial movement authorization endpoint overlaps with a target collision area, a candidate obstacle corresponding to the target collision area is determined as a target obstacle, wherein the target collision area is any collision area.

3. The method according to claim 1, characterized in that The determining the movement authorization information of the target train by using the target safety protection parameter corresponding to the target obstacle type includes: Determining a collision speed limit position based on target safety protection parameters corresponding to the target obstacle type; When the collision speed limit position is a non-default position, a collision speed limit value corresponding to the target obstacle type is obtained, and movement authorization information of the target train is determined based on the collision speed limit value and the collision speed limit position.

4. The method according to claim 3, characterized in that The determining of the collision speed limit position based on the target safety protection parameter corresponding to the target obstacle type includes: In a case where the obstacle type is a communication train, determining the collision speed limit position based on the safe rear end position of the communication train, the retreat distance of the communication train and a preset safety margin; In a case where the obstacle type is a dormant train, determining the collision speed limit position based on a safe rear end position of the dormant train and a preset safety margin; In the case where the obstacle type is a non-communication train, determining the collision speed limit position based on the entrance position of the axle counting section where the rear end of the non-communication train is located and a preset safety margin; When the obstacle type is a gear, the collision speed limit position is determined based on the gear position of the gear.

5. The method according to claim 3, characterized in that The obtaining of the collision speed limit value corresponding to the target obstacle type and determining the movement authorization information of the target train based on the collision speed limit value and the collision speed limit position includes: In a case where the obstacle type is a communication train or a dormant train, obtaining a coupler speed limit value of the communication train or the dormant train, and determining movement authorization information of the target train based on the coupler speed limit value and the collision speed limit position; When the obstacle type is a non-communication train, obtaining a section speed limit value of the axle counting section where the rear end of the non-communication train is located, and determining movement authorization information of the target train based on the section speed limit value and the collision speed limit position; In a case where the obstacle type is a vehicle stall, a vehicle stall speed limit value is obtained, and based on the vehicle stall speed limit value and the collision speed limit position, movement authorization information of the target train is determined.

6. The method according to claim 3, characterized in that The obstacle type is a communication train or a dormant train; after determining the collision speed limit position based on the target safety protection parameter corresponding to the target obstacle type, the method further includes: When the collision speed limit position is a default position, obtaining a safe front end position and an obstacle position of the target train; Special movement authorization information is generated based on the safety front end position and the obstacle position, wherein the special movement authorization information is used to control the safety front end position not to exceed the obstacle position.

7. The method according to claim 6, characterized in that Obtain obstacle locations, including: In a case where the obstacle type is a communication train or a dormant train, obtaining the train position of the communication train or the dormant train as the obstacle position; In the case where the obstacle type is a non-communication train, the entrance position of the axle counting section where the rear end of the non-communication train is located is used as the obstacle position corresponding to the non-communication train; When the obstacle type is a vehicle stall, the vehicle stall position is acquired as the obstacle position.

8. The method according to claim 3, characterized in that After determining the collision speed limit position based on the target safety protection parameter corresponding to the target obstacle type, the method further includes: receiving a target train position sent by a target train control system; In a case where the target train position exceeds the collision speed limit position, the collision speed limit position is updated based on the target train position.

9. A train movement authorization device, characterized in that: Applicable to zone controllers, including: a determination module configured to determine a target obstacle corresponding to a moving target train; a calculation module configured to determine a target obstacle type of the target obstacle, and determine movement authorization information of the target train using target safety protection parameters corresponding to the target obstacle type, wherein different safety protection parameters are used when calculating the movement authorization information for different obstacle types; The sending module is configured to send the movement authorization information to the train control system of the target train, so that the train control system controls the movement speed of the target train based on the movement authorization information.

10. A train movement authorization system, characterized in that: The train movement authorization system includes a zone controller and a train control system; The zone controller is configured to determine a target obstacle corresponding to a moving target train; determining a target obstacle type of the target obstacle, and determining movement authorization information of the target train using target safety protection parameters corresponding to the target obstacle type, wherein different safety protection parameters are used when calculating the movement authorization information for different obstacle types; sending the movement authorization information to a train control system of the target train; The train control system is configured to control the moving speed of the target train based on the movement authorization information.

11. A computing device, characterized in that include: memory and processor; The memory is used to store computer programs / instructions, and the processor is used to execute the computer programs / instructions. When the computer program / instructions are executed by the processor, the steps of the train movement authorization method according to any one of claims 1 to 8 are implemented.

12. A computer-readable storage medium, characterized in that It stores a computer program / instruction, which, when executed by a processor, implements the steps of the train movement authorization method according to any one of claims 1 to 8.

13. A computer program product, characterized in that The method comprises a computer program / instruction, which, when executed by a processor, implements the steps of the train movement authorization method according to any one of claims 1 to 8.

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